Horse race starting gate

ABSTRACT

A modular starting gate having a truss module, a door releasing module, a stall divider module, a front door module, a rear door module, a towing module, and a wheel assembly module. The door releasing module includes a roll-bar having articulated members that are coupled to the front door module via a coupling bar and a turnbuckle adjuster. The roll-bar is coupled to the truss module via a bearing and includes a first section coupled to a second section via a U-joint. A rebound stop is coupled to the starting gate, wherein the rebound stop has a first portion mounted to the front door module which cooperates with a second portion coupled to the stall divider module.

FIELD OF THE INVENTION

This invention relates, in general, to starting gates and, moreparticularly, to starting gates used for horse races.

BACKGROUND OF THE INVENTION

Horse races are typically run on an oval shaped track having a startline and a finish line. Prior to starting the race, a starting gate ispositioned at the start line and the horses are placed in the stalls ofthe starting gate. The race is started by simultaneously opening thefront doors of each individual stall, thereby releasing the horses sothey can race around the track. The starting gate is moved away from thetrack immediately after the race has begun to prevent it from impedingthe horses as they run around the track. Chamberlain teaches in U.S.Pat. No. 4,311,116 an in-motion starting gate having individual doorsthat are opened using hydraulic cylinders coupled to the individualdoors. Georgette et al. teach in U.S. Pat. No. 2,808,026 opening thedoors by using an electromagnet mounted to each individual door. Thestarting gates in these patents use many parts or components to open theindividual doors. As those skilled in the art are aware, the greater thenumber of components, the greater the likelihood of at least one of thecomponents failing. A common occurrence with some starting gates is gatefailure where one of the front doors either fails, allowing a horse to“leak out” of the starting gate, or does not open, holding one horse inthe stall. Along similar lines, one door may open more slowly than theothers, either putting the horse and rider in that gate at adisadvantage or more often causing the race to be nullified. Because ofthe large sums of money wagered on individual races, unreliable startinggates negatively impact the profits of both the race track operators,the starting gate owners, and the horse owners.

Accordingly, what is needed is a safe, low cost, reliable starting gate.

SUMMARY OF THE INVENTION

The present invention satisfies the foregoing need by providing a costefficient, reliable starting gate. In one aspect of the presentinvention, the starting gate comprises subassemblies that aremanufactured to predetermined dimensions with controlled tolerances,wherein the subassemblies are interchangeable. In one embodiment thesubassemblies include a truss module, a door release module coupled tothe truss module, a stall divider module coupled to the truss module, afront door coupled to the stall divider module, and a rebound stophaving a first portion coupled to the front door and a second portioncoupled to the stall divider module, the first portion having firstmember for frictionally engaging the second portion. In another aspect,the staring gate comprises a horse stall having a first set of doorscoupled to one end of the horse stall and a second set of doors coupledto the opposite end of the horse stall. A mechanism for opening thefirst set of stalls is coupled to the horse stall wherein the mechanismincludes a roll-bar coupled to the horse stall via a plurality ofbearings. The roll-bar has a first section coupled to a second sectionby a U-joint, wherein said roll-bar spans at most two bearings without aU-joint, a means for rotating the roll-bar coupled to the horse stall,an articulated member extending from the roll-bar; and a coupling barcoupled to the articulated member.

BRIEF DESCRIPTION OF THE DRAWING

The present invention will be better understood from a reading of thefollowing detailed description, taken in conjunction with theaccompanying drawing figures in which like references designate likeelements and in which:

FIG. 1 is an isometric view of a starting gate in accordance with anembodiment of the present invention;

FIG. 2 is an isometric view of a truss module of the starting gate ofFIG. 1;

FIG. 3 is a side view of a stall divider module in accordance with anembodiment of the present invention;

FIG. 4 is a front view of a front door module of the starting gate ofFIG. 1;

FIG. 5 is an isometric view of a rebound stop in accordance with anembodiment of the present invention;

FIG. 6 is a plan view of the back door module in accordance with anembodiment of the present invention;

FIG. 7 is an isometric view of a door locking mechanism of the back doormodule of FIG. 6;

FIG. 8 is a plan view of a truss module having a roll-bar portion of thedoor release module of FIG. 1;

FIG. 9 is a side view of a portion of the door release module of thestaring gate of FIG. 1, wherein the door release module is in anuncocked position;

FIG. 10 is a side view of a portion of the door release module of FIG.9, wherein the door release module is in a cocked position;

FIG. 11 is a side view of a front transport module of the starting gateof FIG. 1;

FIG. 12 illustrates a side view of a truss for use in accordance withanother embodiment of a starting gate; and

FIG. 13 illustrates a side view of a truss for use in accordance withyet another embodiment of a starting gate.

DETAILED DESCRIPTION

Properly operating starting gates are critical to the success of eachhorse race. In accordance with the present invention, a starting gate isprovided that is modular, reliable, safe, and cost efficient. Becausethe starting gate is modular, it offers savings in both its cost ofmanufacture and the time needed for its manufacture. Further, themodularity increases the tolerance control which results in animprovement in reliability of the starting gate and permitsinterchangeability of parts.

FIG. 1 is an isometric view of a starting gate 10 having a horseentering side 11, a horse exiting side 12, a front end 13, a rear end14, and which is manufactured in accordance with an embodiment of thepresent invention. Starting gate 10 is manufactured in a modular fashionand comprises a truss module 100, a door release module 200 (not shownin FIG. 1), a stall divider module 300, a front door module 500, a reardoor module 600, a front transport module 700, and a rear transportmodule 800. Door release module 200 has been omitted from FIG. 1 to makethe figure easier to understand, but is shown and described withreference to FIGS. 8-10.

Referring now to FIG. 2, an isometric view of truss module 100 inaccordance with the first embodiment is shown. Truss module 100 is anoverhead support structure that comprises a pair of trusses 110 and 140coupled together by a plurality of horizontal coupling braces 171 and172 and a plurality of X-shaped cross-braces 180. Trusses 110 and 140include a lower rail 111, an upper rail 112, angled rails 113 and 114,end braces 117 and 118, interior vertical braces 121-129, and interiordiagonal braces 131-138. Although trusses 110 and 140 are preferablyidentical, they have been assigned different reference numbers to aid indescribing truss module 100. However, the same reference numbers havebeen used to identify the components of trusses 110 and 140. Preferablyupper rail 112 is shorter than lower rail 111. Trusses 110 and 140 areconfigured such that for each truss, upper rail 112 is parallel to lowerrail 111 and upper rail 112 is centered within the length of lower rail111. Interior vertical braces 121-129 have first and second ends,wherein the first ends of interior vertical braces 121-129 are welded tolower rail 111 and the second ends of interior vertical braces 121-129are welded to upper rail 112. Preferably, interior vertical braces121-129 have the same length, are parallel to each other, and areperpendicular to rails 111 and 112. It is also preferable that interiorvertical braces 121-129 be positioned such that the distance between anytwo adjacent interior vertical braces be the same as the distancebetween any other two adjacent interior vertical braces.

The first end of interior vertical brace 121 is welded to lower rail 111such that it is proximal to, but spaced apart from, the first end oflower rail 111. The second end of interior vertical brace 121 is weldedto the first end of upper rail 112. The first end of interior verticalbrace 129 is welded to lower rail 111 such that it is proximal to, butspaced apart from, the second end of lower rail 111. The second end ofinterior vertical brace 129 is welded to the second end of upper rail112. Brace 125 is welded to the centers of rails 111 and 112. Interiorvertical braces 122, 123, and 124 are welded to the portions of rails111 and 112 between vertical braces 121 and 125, and interior verticalbrace 126, 127, and 128 are welded to the portions of rails 111 and 112between vertical braces 125 and 129.

End braces 117 and 118 are welded to the first and second ends,respectively, of lower rail 111 and are substantially parallel to eachother. In accordance with this embodiment, end braces 117 and 118 areshorter than interior vertical braces 121-129. One end of angled rail113 is welded to the end of upper rail 112 that is adjacent to brace 121and the other end of angled rail 113 is welded to end brace 117. One endof angled rail 114 is welded to the end of upper rail 112 that isadjacent to brace 129 and the other end of angled rail 114 is welded toend brace 118. It should be understood that end braces 117 and 118 areoptional features. Thus, in an alternative embodiment, one end of angledrail 113 is welded to the end of upper rail 112 that is adjacent tobrace 121 and the other end of angled rail 113 is welded to lower rail111. Likewise, one end of angled rail 114 is welded to the end of upperrail 112 that is adjacent to brace 129 and the other end of angled rail114 is welded to lower rail 111. Alternatively, rails 111 and 112 can bethe same length, wherein angled rails 113 and 114 are not used and endbraces 118 are welded to the ends of rails 111 and 112.

Interior diagonal braces 131-138 are welded between rails 111 and 112.In particular, the first end of interior diagonal brace 131 is welded tothe portion of lower rail 111 adjacent interior vertical brace 121 andthe first end of interior diagonal brace 132 is welded to the portion oflower rail 111 adjacent a first side of interior vertical brace 123. Thesecond ends of interior diagonal braces 131 and 132 are welded to theportions of upper rail 112 adjacent interior vertical brace 122, whereinthe second ends are welded on opposite sides of interior vertical brace122. Thus, diagonal braces 131 and 132, rail 111, and interior verticalbrace 122 form a triangular shaped structure comprising two righttriangles sharing a common side.

The first end of interior diagonal brace 133 is welded to the portion oflower rail 111 adjacent a second side of interior vertical brace 123 andthe first end of interior diagonal brace 134 is welded to the portion oflower rail 111 adjacent a first side of interior vertical brace 125. Thesecond ends of interior diagonal braces 133 and 134 are welded to theportions of upper rail 112 adjacent interior vertical brace 124, whereinthe second ends are welded on opposite sides of interior vertical brace124. Diagonal braces 133 and 134, rails 111, and interior vertical brace124 form a triangular shaped structure comprising two right trianglessharing a common side.

The first end of interior diagonal brace 135 is welded to the portion oflower rail 111 adjacent a second side of interior vertical brace 125 andthe first end of interior diagonal brace 136 is welded to the portion oflower rail 111 adjacent a first side of interior vertical brace 127. Thesecond ends of interior diagonal braces 135 and 136 are welded to theportions of upper rail 112 adjacent interior vertical brace 126, whereinthe second ends are welded on opposite sides of interior vertical brace126. Diagonal braces 135 and 136, rail 111, and interior vertical brace126 form a triangular shaped structure comprising two right trianglessharing a common side.

The first end of interior diagonal brace 137 is welded to the portion oflower rail 111 adjacent a second side of interior vertical brace 127 andthe first end of interior diagonal brace 138 is welded to the portion oflower rail 111 adjacent to first side of vertical brace 129. The secondends of interior diagonal braces 137 and 138 are welded to the portionsof upper rail 112 adjacent interior vertical brace 128, wherein thesecond ends are welded on opposite sides of interior vertical brace 128.Diagonal braces 137 and 138, rail 111, and interior vertical brace 128form a triangular shaped structure comprising two right trianglessharing a common side.

Trusses 110 and 140 are coupled together using horizontal couplingbraces and X-shaped cross-braces to form truss module 100. Horizontalcoupling braces 171 are welded between lower rails 111 of trusses 110and 140 and a plurality of horizontal coupling braces 172 are weldedbetween upper rails 112 of trusses 110 and 140. More particularly, truss110 is aligned in a spaced apart parallel relationship with truss 140and one end of each horizontal coupling brace 171 is welded to lowerrail 111 of truss 110 and each other end is welded to lower rail 111 oftruss 140. Preferably, a horizontal coupling brace 171 is associatedwith each set of interior vertical braces 121-129, where a horizontalcoupling brace 171 is welded to lower rails 111 at each locationadjacent a corresponding interior vertical brace 121-129. Thus, ahorizontal coupling brace 171 is welded between horizontal rail 111 oftruss 110 and horizontal rail 111 of truss 140 at locations adjacentinterior vertical braces 121, a horizontal coupling brace 171 is weldedbetween horizontal rail 111 of truss 110 and horizontal rail 111 oftruss 140 at locations adjacent interior vertical braces 122, ahorizontal coupling brace 171 is welded between horizontal rail 111 oftruss 110 and horizontal rail 111 of truss 140 at locations adjacentinterior vertical braces 123, etc.

Likewise, a separate horizontal coupling brace 172 is welded betweenupper rails 112 adjacent each location having an interior vertical brace121-129. Thus, a horizontal coupling brace 172 is welded between upperrail 112 of truss 110 and upper rail 112 of truss 140 at locationsadjacent interior vertical braces 121, a horizontal coupling brace 172is welded between upper rail 112 of truss 110 and upper rail 112 oftruss 140 at locations adjacent interior vertical braces 122, ahorizontal coupling brace 172 is welded between upper rail 112 of truss110 and upper rail 112 of truss 140 at locations adjacent interiorvertical braces 123, etc. Horizontal coupling braces 171 and 172 aresubstantially parallel to each other and substantially perpendicular totrusses 110 and 140.

Trusses 110 and 140 are further coupled to each other by a plurality ofX-shaped cross-braces 180. Each X-shaped cross-brace has four legs 181,182, 183, and 184, wherein legs 181 and 182 are welded to lower rail 11and upper rail 112, respectively, of truss 110, and legs 183 and 184 arewelded to lower rail 111 and upper rail 112, respectively, of truss 140.Preferably, an X-shaped cross-brace 180 is positioned to be betweeninterior vertical braces 121 of trusses 110 and 140, an X-shapedcross-brace 180 is positioned to be between interior vertical braces 122of trusses 11 0 and 140, an X-shaped cross-brace 180 is positioned to bebetween interior vertical braces 123 of trusses 110 and 140, etc. Thus,legs 181 and 182 of one X-shaped cross-brace are welded to portions ofrails 111 and 112, respectively, that are adjacent interior verticalbrace 121 of truss 110, and legs 183 and 184 are welded to portions ofrails 111 and 112, respectively, that are adjacent interior verticalbrace 121 of truss 140. Likewise, legs 181 and 182 of another X-shapedcross-brace 180 are welded to portions of rials 111 and 112,respectively, that are adjacent interior vertical brace 122 of truss110, and legs 183 and 184 are welded to a portion of rails 111 and 112,respectively, that are adjacent interior vertical brace 122 of truss140. Preferably, there is an X-shaped cross-brace between eachcorresponding interior vertical brace 121-129 of trusses 110 and 140and, thus, between corresponding coupling braces 171 and 172.

In accordance with the present invention, the dimensions of truss module100 are maintained within very tight tolerances, e.g., the lengths andwidths of trusses 110 and 140 and their individual components as well asbraces 171 and 172 and X-shaped braces 180 are maintained within verytight tolerances.

Although not shown in FIGS. 1 and 2 for the sake of clarity, trussmodule 100 may include laterally positioned diagonal cross-bracescoupling trusses 110 and 140 between braces 172 and running in the sameplane as rails 112 and braces 172. It should be understood theparticular configuration of the truss structure is not a limitation ofthe present invention. For example, other embodiments of the startinggate may utilize different truss designs that provide the same rigidload carrying capability.

It should be noted that when stall door release module 200, stalldivider module 300, front door module 500, and rear door module 600 aremounted to truss module 100, trusses 110 and 140 may sag. Thus, it maybe desirable to manufacture trusses 110 and 140 with a camber or bow tocompensate for the sag so that trusses 110 and 140 become straight whenstarting gate 10 is complete.

Now referring to FIG. 3, a side view of divider means or a stall dividermodule 300 in accordance with an embodiment of the present invention isshown. Stall divider module 300 comprises a platform 310, a frontsupport column 302, a back support column 303, a caboose 335, a frontfender 307, a rear fender 308, and a plurality of lengthwise braces 313.Platform 301 is shaped like a pontoon having a flat top surface 320,beveled side surfaces 321, a flat bottom surface 322, a front or headend 323, and a back or tail end 324. Preferably platform 301 is formedfrom a stainless steel sheet in a press brake. Briefly referring to FIG.1, diagonal stiffening braces 319 are located near the tops of eachcolumn 302, wherein one diagonal stiffening brace is welded to one sideof column 302 and to horizontal rail 111 and a second diagonalstiffening brace is welded to an adjacent column 302 and to horizontalrail 111, thereby forming an L-shaped structure. A front support column302 is adjacent a front side 326 and extends through platform 301 tobottom surface 322. Front support column 302 is welded to the bottomside of top surface 320 and to bottom surface 322. A back support column303 is adjacent to back side 327 and extends through platform 301. Backsupport column 303 is welded to the bottom side of top surface 320 andto bottom surface 322. Front fender 307 extends from front side 326 andis preferably coplanar with top surface 320. Lengthwise braces 313 arewelded between front and back support columns 302 and 303, respectively.Braces 313 are vertically spaced apart from each other. Alternatively,braces 313 can be welded to columns 302 and 303 such that they areangled to extend from a high point near the front of the stall to a lowpoint near the rear of the stall. Hinges 330 and 331 are welded to frontsupport column 302.

In accordance with the present invention, the dimensions of stalldivider module 300 are maintained within very tight tolerances, i.e.,the lengths and widths of platform 301, front support column 302, backsupport column 303, caboose 335, front fender 307, rear fender 308,hinges 330 and 331, the plurality of lengthwise braces 313, and thelocations of hinges 330 and 331 are maintained within tight tolerances.

Briefly referring to FIG. 1, a front door module 500 is shown mounted toeach front support column 302. Front door module 500 comprises a set offront doors 502 and 503, where front doors 502 and 503 are torsionallyand removably mounted to front support columns 302. When front doors 502and 503 are in a closed configuration, they form a V-shaped structure.Now referring to FIG. 4, a front view of front doors 502 and 503 isshown. FIG. 4 is drawn to include this V-shaped aspect when front doors502 and 503 are in the closed configuration. Front door 502 is comprisedof a pair of vertical rails 550 and 551 that are spaced apart from andsubstantially parallel to each other. Vertical rail 551 is longer thanvertical rail 550. The first end of a horizontal rail 552 is welded neara first end of vertical rail 550 and the second end of horizontal rail552 is welded to the second end of vertical rail 551. Horizontal rail552 is substantially perpendicular to vertical rails 550 and 551. Thefirst end of a horizontal rail 553 is welded near the second end ofvertical rail 550 and the second end of horizontal rail 553 is welded toa first mid-portion of vertical rail 551. The first end of a horizontalbrace 554 is welded to a first mid-portion of vertical rail 550 and thesecond end of horizontal brace 554 is welded to a second mid-portion ofvertical rail 551 such that horizontal brace 554 is between horizontalrails 552 and 553. A pair of horizontal braces 556 and 557 are welded toportions of vertical rails 550 and 551 between horizontal rail 552 andhorizontal brace 554. Horizontal braces 556 and 557 are space apart fromand substantially parallel to each other and substantially parallel tohorizontal rails 552 and 554. A plurality of spaced apart verticalbraces 558 are welded between horizontal rails 552 and 553. Verticalbraces 558 are substantially parallel to each other and to verticalrails 550 and 551.

A quadrilateral frame 560 having a top side 561, a bottom side 562, amounting side 563, and a latching side 564 is welded between verticalsupports 550 and 551 in the region between horizontal brace 554 andhorizontal rail 553. Frame 560 is welded or tacked in position such thattop side 561 abuts horizontal brace 554, bottom side 562 abutshorizontal rail 553, mounting side 563 abuts vertical support 550, andlatching side 564 abuts vertical support 551. Further, a pair of spacedapart horizontally oriented braces 566 and 567 are welded betweenmounting and latching sides 563 and 564, respectively.

A first end of a vertical rail 571 is welded to a first end of ahorizontal rail 572 and the second end of vertical rail 571 is welded toa first end of a horizontal rail 573. The second end of horizontal rail572 is welded to a third mid-portion of vertical rail 551 and the secondend of horizontal rail 573 is welded to the second end of vertical rail551. Vertical rail 571 is positioned to be substantially parallel tovertical rails 550 and 551 and substantially perpendicular to horizontalrails 572 and 573. A vertical brace 575 is welded between horizontalrails 553 and 572 and is spaced apart from but proximal to vertical rail551. It should be noted that horizontal rails 553 and 572 and verticalbrace 575 cooperate to form a C-shaped or “sideways” U-shaped structurewhich allows door 502 to rotate over front fender 307 without touchingit.

A quadrilateral frame 580 having a top side 581, a bottom side 582, amounting side 583, and a latching side 584 is welded between verticalrails 551 and 571 in the region between horizontal rail 572 andhorizontal rail 573. Frame 580 is welded or tacked in position such thattop side 581 abuts horizontal rail 572, bottom side 582 is spaced apartfrom horizontal rail 573, mounting side 583 abuts vertical support 571,and latching side 584 abuts vertical support 551. Further, ahorizontally oriented brace 585 is welded between mounting and latchingsides 583 and 584, respectively.

A pivot bar or latch arm 531 is pivotally mounted to horizontal brace557 and a pivot bar or latch arm 532 is pivotally mounted to horizontalbrace 567. Pivot bars 531 and 532 have a hooked end and a coupling end.The hooked ends each pivot bar have a hook that is designed to mate withlatches on door 503. The coupling end of pivot bar 531 has two holeswherein one hole is for coupling with a gating arm, e.g., one of gatingarms 211 shown in FIG. 8, via a coupling bar 586 and the other hole isfor coupling to pivot bar 532. The coupling end of pivot bar 532 alsohas a hole for coupling with pivot bar 531 via coupling bar 587. By wayof example, hook 533 is welded to the portion of vertical rail 551 ofdoor 503 adjacent to horizontal rail 557 and hook 534 is welded to theportion of vertical rail 551 of door 503. It should be understood thatthe coupling ends of pivot bars 531 and 532 may be angled to further aidin opening door 502. Preferably, turnbuckle adjusters 589 are attachedto the end of coupling bar coupled to pivot bar 531 and to both ends ofcoupling bar 587. Turnbuckle adjusters 589 can be adjusted so that thesame angular rotation of roll-bar 210 (FIGS. 8-10) disengages pivot bars531 and 532 from hooks 533 and 534, thereby assuring that all of thefront doors open simultaneously.

Front door 503 is similar in construction to front door 502 and istherefore comprised of vertical rails 550, 551, 571, and 572; horizontalrails 552, 553, 554, and 573; horizontal braces 554, 556, and 557;vertical braces 558 and 575; quadrilateral frames 560 and 580; reboundstops 538 (described hereinafter); and torsion springs 546 and 547. Itshould be noted that horizontal rails 553 and 572 and vertical brace 575cooperate to form a C-shaped or “sideways” U-shaped structure whichallows door 503 to rotate over fender 307 without touching it.

It should be understood that pivot bars are not mounted to front door503. Rather, latches 533 and 534 are mounted to vertical rail 551 offront door 503 wherein latches 533 and 534 are designed to cooperatewith the respective hooks on pivot arms 531 and 532 to hold doors 502and 503 closed. It should be further understood that to simplify thedescription, only a single set of front doors is described; however, thedescription applies to each set of front doors of starting gate 10.Although front doors 502 and 503 have been described as having two setsof pivot bars and hooks, this is not a limitation of the presentinvention. For example, there can be one pivot bar and hook or more thantwo sets of pivot bars and hooks. Pivot bars and hooks are also referredto as gating arms and latches, respectively.

Similar to truss module 100 and stall divider module 300, the dimensionsof each component of front door module 500 are held to within very tighttolerances.

Still referring to FIG. 4, torsion springs 546 and 547 are mounted tothe ends of vertical rails 550. The tops of torsion springs 546 and 547are coupled to upper hinge plates 330 that are fastened to front supportcolumn 302. The bottoms of torsion springs 546 and 547 are coupled tothe ends of vertical rails 550 and 551, respectively, via an adjustablecollar 590. It should be understood that torsion springs 546 and 547have rotational moments and they are mounted to vertical rail 551 toapply a force on door 502 to move it to be in the open position. Inother words, spring 546 rotates door 502 in the opposite direction thatspring 547 rotates door 503. Torsion springs 546 and 547 are calibratedto apply the same torque to each door, thereby assuring that when doors502 and 503 are released at the same time, they open at the same speed.

Rebound stops 538 for front doors 502 and 503 are mounted to the frontdoors and to the front fenders. Briefly referring to FIG. 5, anisometric view of a rebound stop 538 is shown. Rebounds stops 538 arecomprised of a first or male portion 540 and a second or female portion541. Male portion 540 is mounted to bottom side 562 (shown in FIG. 4) ofquadrilateral frame 560 of door 502 and female portion 541 is mounted tofront fender 307. By way of example, male portion 540 is an L-shapedbracket having a vertical section 537 mounted to doors 502 and 503 and ahorizontal section 539 (see FIG. 4) that has a knife edge, whereinhorizontal section 539 is substantially perpendicular to the directionof gravity. Male portion 540 can be adjusted in the vertical directionusing bolts 536 that are inserted into slots (not shown) 599 that are inmale portion 540. Female portion 541 is comprised of a plate 542adjustably coupled or mounted to a coupling plate 543 by a set of springloaded bolts 544. Coupling plate 543 has a front angle plate 549. Thedistance between adjustable plate 542 and coupling plate 543 can beadjusted by placing one or more additional spacers 545 on coupling plate543. A rubber pad 535 is mounted to front angle plate 549. Rubber pad535 dampens the impact of the opening door and quiets the door fromringing. The amount of friction on the brake can be adjusted using thespring loaded bolts 544. When front doors 502 and 503 open, knife edgeportion 539 of male portion 540 frictionally slides between adjustableplate 542 and coupling plate 543 (or, if present, the additional spacer545) to prevent front doors 502 and 503 from bouncing back into thehorse and rider as they leave the stall at the start of a race. Hence,rebound stop 538 is also referred to as a friction stop. An advantage ofconfiguring rebound stops to be like rebound stop 538 is that each onecan be individually adjusted quickly and easily using slots (not shown)and bolts 536 and spring loaded bolts 544. Making the rebound stopadjustable allows the front doors to be easily replaceable in the eventone or both of the doors becomes damaged.

Referring to FIG. 6, a plan view of a back door module 600 having backdoors 602 and 603 removably mounted to cabooses 335 in accordance withan embodiment of the present invention is shown. Similar to front doors502 and 503, when back doors 602 and 603 are in a closed configurationthey form a V-shaped structure. FIG. 6 is drawn to include this V-shapedaspect when back doors 602 and 603 are in the closed configuration. Whatis shown in FIG. 6 are back doors 602 and 603, back support columns 303,cabooses 335, and rear fenders 308. Back door module 600 is built in amodular fashion, i.e., each door is built prior to mounting to backsupport columns 303. Back support columns 303 are shown in FIG. 6 forthe sake of clarity. In other words, back support columns 303 are notpart of back door module 600. Back door 602 is comprised of a pair ofsubstantially vertical rails 650 and 651 that are spaced apart from andsubstantially parallel to each other, wherein rail 650 is shorter thanrail 651. Back door 602 further includes a pair of substantially equallength horizontal rails 652 and 653 that are spaced apart from andsubstantially parallel to each other. The first end of horizontal rail652 is welded to the first end of vertical rail 650 and the second endof horizontal rail 652 is welded near the first end of vertical rail651. Horizontal rail 652 is substantially perpendicular to verticalrails 650 and 651. The first end of horizontal rail 653 is welded to thefirst end of vertical rail 661 and the second end of horizontal rail 653is welded to the second end of vertical rail 651. The first end of ahorizontal brace 654 is welded to an end of vertical rail 650 and thesecond end of horizontal brace 654 is welded to a mid-portion ofvertical rail 651. The first end of a diagonal brace 656 is welded nearthe first end of horizontal rail 652 and the second end of diagonalbrace 656 is welded near a central portion of horizontal brace 654. Thefirst end of a diagonal brace 657 is welded near the second end ofhorizontal rail 652 and the second end of diagonal brace 657 is weldednear the central portion of horizontal brace 654. The first end of adiagonal brace 658 is welded near the second end of horizontal rail 653and the second end of diagonal brace 658 is welded to a central portionof horizontal brace 654. The first end of a vertical brace 659 is weldednear the central portion of horizontal brace 654 and the second end ofvertical brace 659 is welded near the central portion of horizontal rail653. The first end of a horizontal brace 660 is welded to second end ofvertical rail 661 and the second end of horizontal brace 660 is weldedto vertical brace 659. It should be noted that horizontal rail 660,horizontal brace 654, and vertical brace 659 cooperate to form aC-shaped or “sideways” U-shaped structure which allows doors 602 and 603to rotate over rear fender 308 without touching it. An advantage of thisstructure is that it allows removal of doors 602 and 603 without cuttingrear fender 308.

Back door structure 600 includes a door latching mechanism 670 thatcomprises a lever 671 coupled to a locking plate 672 via a coupling bar673. Although coupling bar 673 is shown as a piece of metal, this is nota limitation of the present invention. For example, coupling bar 673 canbe comprised of several lengths of chain to apply an up-pressure. Lever671 has a handle end, a coupling end, and a centrally located fasteningportion. The fastening portion is for pivotally fastening lever 671 todiagonal brace 656 and the coupling end is for pivotally coupling thecoupling end to a first end of coupling bar 673. The handle end is forlatching and unlatching the door, i.e., moving the handle in the upwarddirection latches the door and moving the handle in the downwarddirection unlatches the door. Locking plate 672 is a rectangularlyshaped plate having one side pivotally mounted to diagonal brace 658 andan opposite side pivotally mounted to the second end of coupling bar673. Locking plate 672 cooperates with a plate locking mechanism 676 tolatch doors 602 and 603. Briefly referring to FIG. 7, plate lockingmechanism 676 is preferably comprised of two triangularly shaped metalplates 677 and 678 welded to rear fender 308. The hypotenuses of metalplates 677 and 678 are sufficiently spaced apart to allow the lockingplate 672 to fit into a groove or slot 679 that is between metal plates677 and 678. In operation, lever 671 lifts locking plate 672 from groove679 and the doors 602 and 603 are rotated open. Locking plate 672 cannotfall into groove 679 because it rides over metal plate 677. Doors 602and 603 are rotated back into the closed position and locking plate 672is pulled down into groove 679 by a spring 680 (FIG. 6) coupled betweenlocking plate 672 and horizontal brace 660. Thus, metal plate 678functions as a stop or brake when lever 671 is actuated.

Similar to truss module 100, stall divider module 300, and front doormodule 500, the dimensions of each component of back door module 600 areheld to within very tight tolerances. It should be appreciated thatfront and back door modules serve as gating means for starting gate 10.

Referring to FIGS. 8-10 together, door release module 200 is showncoupled to truss module 100. As taught with reference to FIG. 1, doorrelease module 200 comprises roll-bar 210 having gating arms 211,bearing mounting plate 217, bearings 221, a door latch actuator 230, arotation bar 240 having a magnetic release plate 243 coupled thereto, abackward rotation stop 260, a swivel plate 270, and a spring mechanism280. It should be understood that roll-bar 210 is an articulated memberwhose number of members or gating arms is preferably equal to the numberof stalls. Hence, for a six stall starting gate there are six gatingarms, for an eight stall staring gate there are eight arms, for a tenstall staring gate there are ten arms, for a twelve stall starting gatethere are twelve arms, etc.

Roll-bar 210 is comprised of two pipes 225 and 226 connected by aU-joint 227. Preferably, pipes 225 and 226 are cylindrically shaped.Roll-bar 210 is coupled to interior vertical braces 121-129 via bearings221 mounted to bearing mounting plates 217. Preferably, roll-bar 210 isdesigned such that is does not span more than two bearings without aU-joint and it does not span more than two stalls without a bearing. Anadvantage of building roll-bar 210 in sections connected by U-joints andmounting them to truss 110 using bearings located at predeterminedlocations is that it provides flexibility to the roll-bar when trussmodule 100 bends under the weight of the stalls. In other words, astrusses 110 and 140 bend, the U-joints cooperate with the bearings toprovide flexibility to the roll-bar thereby preventing it from bindingas occurs in prior art gates. Roll-bar 210 also include gating arms 211extending therefrom.

Referring now to FIG. 9, a side view of door release mechanism 200 in anuncocked position is shown. When in an uncocked position, front doors502 and 503 are open and the roll bar is not held by door latch actuator230. By way of example, door latch actuator 230 includes a magnet.Preferably, magnet 230 is an electrically energized rare earth magnetthat is coupled to the portion of upper rail 112 between interior braces124 and 125. It should be understood that the location of magnet 230 isnot a limitation of the present invention. Rotation bar 240 is coupledto roll-bar 210 and is preferably a tapered quadrilateral structurehaving a coupling end 241 and a mounting end 242, where coupling end 241is wider than mounting end 242 and is coupled to roll-bar 210. It shouldbe noted that the tapered aspects of rotation bar 240 are more clearlyillustrated with reference to FIG. 8. Magnetic release plate 243 iscapable of being attracted by magnet 230 and is attached or mounted tomounting end 242. An advantage of configuring and mounting rotation bar240 as shown and described with reference to FIGS. 8-10 is that themoment arm of the magnet is increased, thereby increasing the rotationalforce applied to roll-bar 210 when it is being cocked. In other words,the configuration of the present invention makes cocking the doorrelease mechanism easier.

Door release module 200 also has a rotation stop 260 having a couplingend 261 and a contact pad 262. Contact pad 262 contacts stopping orrotation stop pad 263 when magnet 230 has been de-energized to preventroll-bar 210 from over-rotating and becoming damaged. Optionally,rotational stop 260 is coupled to roll-bar 210 via a swivel plate 270.In accordance with the first embodiment, door release module 200comprises a magnet 230 and rotation stop 260. Alternatively, door latchactuator 230 comprises a solenoid (not shown).

Further, door release module 200 includes a spring mechanism 280 havinga spring 281 coupled to a clamp 282 via a cable 282. Clamp 282 ismounted to diagonal cross brace 142. Spring mechanism 280 pulls arm 211up when magnet 230 is de-energized thereby opening the individual doors.To cock roll-bar 210, a pipe is inserted into swivel plate 270 androll-bar 210 is rotated until magnet 230 holds (or until the latchengages when a solenoid is used instead of a magnet). It should beunderstood that there can be a spring mechanism associated with eachgating arm 211; however, the number of spring mechanisms is determinedby the difficulty of roll-bar 210 opening front doors 502 and 503, i.e.,each gating arm has a provision for a spring mechanism but each gatingarm may not have a spring mechanism.

Gating arm 211 is coupled to coupling bar 586 by means of a chain 212.Alternatively, a cable or similar flexible fastener could be used tocouple gating arm 211 to coupling bar 586. An advantage of using chain212 is that it provides flexibility when gating arm 211 is moved. Itshould be noted that coupling bar 586 is shown and described withreference to FIG. 4.

Referring now to FIG. 10, a side view of front door release module 200in a cocked position is shown. When in a cocked position, front doors502 and 503 are shut and the roll bar is held by door latch actuator230, e.g., a magnet or a solenoid. In this configuration, magnet 230 isenergized, mounting plate 243 is attracted by magnet 230, and frontdoors 502 and 503 are opened.

Similar to truss module 100, stall divider module 300, front door module500, and back door module 600, the dimensions of each component of doorrelease module 200 are held to within very tight tolerances.

Referring again to FIG. 1 and in accordance with an embodiment of thepresent invention, towing module 700 comprises an axle assembly 710having a set of wheels 712 mounted thereto. Axle assembly 710 is weldedto a towing platform 714. One end of a support column 716 is welded toan end of truss 110 and an opposing end of support column 716 is weldedto towing platform 714. One end of another support column 716 is weldedto an end of truss 140 and an opposing end of support column 716 iswelded to towing platform 714. A set of braces 718 are welded betweensupport columns 716 and towing platform 714.

Referring to FIGS. 1 and 11 together, another embodiment of a towingmodule 700 is illustrated, wherein axle assembly 710 and towing platform714 are replaced by a fifth wheel transport module 750, i.e., fifthwheel transport module 750 for coupling to towing end 13. FIG. 11 is aside view of a fifth wheel assembly 750 coupled to towing end 13. Fifthwheel assembly 750 comprises a towing coupler 715 having a coupling side752 and a top side 753. Diagonal braces 754 are connected from top side753 to a vertical support 758. It should be understood that because FIG.11 is a side view, only a single diagonal brace 754 and a singlevertical support 758 are shown. An upper coupler 756 having a kingpin757 is mounted to coupling side 752. Upper coupler 756 and kingpin 757are adapted to mate with a lower coupler (not shown) that is typicallymounted to a towing vehicle such as, for example, a truck. In accordancewith one embodiment of the present invention, a pair of retractablevertical supports 759 is coupled to fifth wheel assembly 750.Retractable vertical supports 759 allow for uncoupling the towingvehicle from staring gate 10 as well as provide a means for levelingstarting gate 10. Further, an optional towing dolly (not shown) may bemounted to fifth wheel assembly 750, wherein the towing dolly cooperateswith upper coupler 756 for towing starting gate 10. Because fifth wheelassembly 750 is manufactured in a modular fashion, it is important toensure that it will properly mate with the other parts of starting gate10. Thus, fifth wheel assembly 750 is manufactured using a wheel fixture(not shown) that emulates a tow dolly or other towing vehicle.

Referring again to FIG. 1, wheel module 800 comprises an axle assembly810, wherein a set of wheels 812 are mounted to an axle 813. Axleassembly 810 is welded to a platform 814. One end of a first supportcolumn 818 is welded to an end of truss 110 and an opposing end ofsupport column 818 is welded to platform 814. One end of a secondsupport column 818 is welded to an end of truss 140 and an opposing endof support column 818 is welded to towing platform 814. For the sake ofcompleteness, FIG. 1 illustrates boxes 820 mounted to platform 814,which can be used for storing tools, batteries, spare parts, and othercomponents useful for operating and maintaining starting gate 10.

Similar to truss module 100, door release module 200, stall dividermodule 300, front door module 500, and back door module 600, thedimensions of each component of transport modules 700 and 800 are heldto within very tight tolerances.

FIGS. 12 and 13 are included to further illustrate the modularity andthe flexibility of starting gates of the present invention. FIG. 12illustrates a side view of a truss 180 and FIG. 13 illustrates a sideview of a truss 190 for use in a six stall staring gate configurationand a twelve stall starting gate configuration, respectively. Theconfigurations of trusses 180 and 190 are similar to those of the eightstall truss, i.e., trusses 100 and 140, described with reference toFIGS. 1 and 2, except they are of a length suitable for the desirednumber of stalls. Starting gates are typically manufactured to havethree to six stalls for schooling or training gates and up to twentystalls for racing gates. It should be understood that the number ofstalls of starting gate 10 is not a limitation of the present invention,i.e., starting gate 10 can have more or fewer than ten starting gates.

Padding is added to starting gate 10. Padding is particularly importantto have on the insides of the stall including the inside of the frontdoor, the inside of the rear door, the walls of the stall, the supportcolumns and the bottom surfaces of the trusses. Padding helps to protectthe horse, the jockey, and any ground men from injury should an accidentoccur.

By now it should be appreciated that a starting gate has been provided.In accordance with the present invention, the starting ate comprises adoor release module, a stall divider module, a front gate module, a reargate module, a towing module, and a wheel module coupled to a trussmodule. Each module is manufactured to be within very tightspecifications and these specifications can be maintained when themodules are assembled into the final starting gate structure. Thecomponents of the staring gates can be painted after they've beenassembled as modules rather than after the starting gate has beenmanufactured. The paint can be further protected by using plasticwashers and plastic tape in areas where friction may cause the paint towear, e.g., in the pivot arm region. The present invention also enablesinterchangeability between the towing module and the wheel module aswell as interchangeability between different starting gates. Thisfeature gives horse track owners flexibility in the direction they canmove the starting gate from the track. Further, the present inventionallows towing the starting gate at highway speeds. Another aspect ofinterchangeability is that the front and back doors are removable andcan be easily replaced in the event that one becomes damaged withoutdamaging the starting gate. For example, back doors of the presentinvention can be quickly replaced by another back door by removing thedamaged door and replacing it with an undamaged door (unlike previousstarting gates which required cutting the starting gate to remove theback door). Because of the tight tolerances and the uniformity of eachstarting gate, they have a distinctive look that provides an advertisingadvantage.

Although certain preferred embodiments and methods have been disclosedherein, it will be apparent from this foregoing disclosure to thoseskilled in the art that variations and modifications of such embodimentsand methods may be made without departing from the spirit and scope ofthe invention.

1. A horse race starting gate, comprising: a truss module, the trussmodule positioned in a first orientation; a door release module coupledto the truss module; a stall divider module coupled to the truss module;a front door coupled to the stall divider module; and a rebound stophaving a first portion coupled to the front door and a second portioncoupled to the stall divider module, the first portion having a firstmember for frictionally engaging the second portion.
 2. The horse racestarting gate of claim 1, wherein the first portion of the rebound stopis an L-shaped structure.
 3. The horse race starting gate of claim 2,wherein L-shaped structure has a plate that is substantiallyperpendicular to the direction of gravity.
 4. The horse race startinggate of claim 1, wherein the first portion includes adjustment slots foradjusting the first portion in a vertical direction.
 5. The horse racestarting gate of claim 1, wherein the second portion comprises acoupling plate coupled to an adjustable plate.
 6. The horse racestarting gate of claim 5, wherein the second portion further comprises aspring loaded bolt, the spring loaded bolt for adjusting a space betweenthe coupling plate and the adjustable plate.
 7. The horse race startinggate of claim 6, wherein the coupling plate further comprises an angledplate, and wherein the horse race starting gate further includes meansfor dampening vibration coupled to the angled plate.
 8. The horse racestarting gate of claim 1, wherein the door release module comprises aroll-bar coupled to the truss structure, the roll-bar having articulatedmembers extending therefrom.
 9. The horse race starting gate of claim 8,wherein the door release module further comprises means for rotating theroll-bar.
 10. The horse race starting gate of claim 9, the means forrotating the roll-bar comprises one of a solenoid and a magnet.
 11. Thehorse race starting gate of claim 1, wherein the door release modulecomprises a pivot arm coupled to the articulated member via a couplingbar having a turnbuckle adjuster coupled thereto.
 12. The horse racestarting gate of claim 1, further including a transport module coupledto the truss module.
 13. A starting gate, comprising: a horse stallhaving first and second sides; a door coupled to the first side of thehorse stall; and means for actuating the door, wherein said means foractuating includes a roll-bar coupled to the horse stall via a pluralityof bearings, said roll-bar comprising: a first section coupled to asecond section by a U-joint, wherein said roll-bar spans at most twobearings without a U-joint; means for rotating the roll-bar coupled tothe horse stall; an articulated member extending from the roll-bar; andcoupling bar coupled to the articulated member.
 14. The starting gate ofclaim 13, further including a turnbuckle adjuster coupled to thecoupling bar.
 15. The starting gate of claim 13, wherein the means forrotating the roll-bar comprises one of a magnet and a solenoid.
 16. Thestarting gate of claim 13, wherein the horse stall comprises a pluralityof horse stalls and wherein the roll-bar spans at most two stallswithout a bearing.
 17. The starting gate of claim 13, further includinga door coupled to the second side of the stall divider.
 18. The startinggate of claim 13, further including a rebound stop having a firstportion coupled to the door coupled to the first side of the startinggate and a second portion coupled to the stall divider module, the firstportion having a first member for fictionally engaging the secondportion, wherein the first portion is an L-shaped structure having aplate substantially perpendicular to the direction of gravity and aplate having adjustment slots and the second portion comprises acoupling plate coupled to an adjustable plate via a spring loaded bolt.19. A starting gate, comprising: an overhead support structure; firstand second stall dividers coupled to the overhead support structure, thefirst and second stall dividers having first and second ends, whereinthe first ends of the first and second stall dividers are adjacent eachother and the second ends of the first and second stall dividers areadjacent each other; a first set of doors coupled to the first ends ofthe first and second stall divider; a second set of doors coupled to thesecond ends of the first and second stall dividers; a door releasemechanism coupled to the overhead support structure, the door releasemechanism comprising: a roll-bar having a first section coupled to asecond section by a U-joint, wherein said roll-bar spans at most twobearings without a U-joint; means for rotating the roll-bar coupled tothe horse stall; a plurality of articulated members extending from theroll-bar; and a coupling bar coupled to each of the plurality ofarticulated members wherein a first coupling bar is coupled to a firstdoor of the first set of doors and a second coupling bar is coupled to asecond door of the first set of doors; and first and second reboundstops coupled to the first and second doors, respectively.
 20. Thestarting gate of claim 19, wherein the first and second rebound stopscomprise a first portion coupled to the respective first and seconddoors and a second portion coupled to the stall divider, the firstportion having a first member for frictionally engaging the secondportion, wherein the first portion is an L-shaped structure having aplate substantially perpendicular to the direction of gravity and theplate having adjustment slots and the second portion comprises acoupling plate coupled to an adjustable plate via a spring loaded bolt.21. A horse race starting gate, comprising: a plurality of stall dividermodules, plural of said plurality of stall divider modules comprising atleast a front support column, a back support column and a plurality oflengthwise braces welded together as a unit prior to welding said stalldivider module to a truss module; a truss module having a plurality ofsaid stall divider modules welded thereto; a door release module coupledto the truss module; a front door coupled to the stall divider module;and a rebound stop having a first portion coupled to the front door anda second portion coupled to the stall divider module, the first portionhaving a first member for frictionally engaging the second portion. 22.The horse race starting gate of claim 21, wherein the stall dividermodule further comprises a caboose, a front fender and a rear fender andwherein said caboose, said front fender, said rear fender, said frontsupport column, said back support column and said plurality oflengthwise braces are welded together as a module prior to welding saidstall divider module to a truss module.
 23. The horse race starting gateof claim 22, wherein the stall divider module further comprises aplurality of door hinges, and wherein said caboose, said front fender,said rear fender, said front support column, said back support column,said plurality of lengthwise braces and said plurality of door hingesare welded together as a module prior to welding said stall dividermodule to a truss module.
 24. The horse race starting gate of claim 21,wherein the door release module comprises a roll-bar supported by aplurality of bearings, said roll bar comprising at least two roll barsections joined by a U-joint, wherein the roll bar spans at most twobearings without a U-joint.
 25. The horse race starting gate of claim24, wherein the door release module further comprises means for rotatingthe roll-bar.
 26. The horse race starting gate of claim 25, wherein: themeans for rotating the roll-bar comprises one of a solenoid and amagnet.
 27. The horse race starting gate of claim 21, wherein: the firstportion of the rebound stop is vertically adjustable by means ofvertical slots operatively disposed between said first portion and saidfront door.
 28. A starting gate, comprising: a horse stall having firstand second sides; a door coupled to the first side of the horse stall; adoor latch; and means for actuating the door, wherein said means foractuating includes a roll-bar coupled to the horse stall via a pluralityof bearings, said roll-bar comprising: a first shaft section coupled toa second shaft section by a U-joint, wherein said first shaft sectionspans no more than two bearings without a U-joint; means for rotatingthe roll-bar coupled to the horse stall; an arm extending from theroll-bar; and a coupling bar coupled between said arm and said doorlatch for actuating said door latch.
 29. The starting gate of claim 28,wherein said coupling bar comprises a turnbuckle adjuster.
 30. Thestarting gate of claim 28, wherein the means for rotating the roll-barcomprises one of a magnet and a solenoid.
 31. The starting gate of claim28, wherein the starting gate comprises at least three shaft sectionscoupled together by a plurality of U-joints and wherein each of said atleast three shaft sections spans no more than two bearings without aU-Joint.